Controller for electric-railway cars.



No'. 646,889.- Patented Apr. 3, I900.

A. SUNDH.

CONTROLLER FOR ELECTRIC RAILWAY CARS.-

(Applichtion filed Dec. 23, 1899.) (No Model.) 7 Sheets-Sheet l.

INVENTOR 4 mm ATTBRNEY o w i=7 m Rs co. wow-urgtx, wunmn'ron. o. c.

"No. 646.889. Patented Apr. 3, I900.

v A. SUNDH. CONTROLLER FOB ELEGTBIC RAILWAY CARS.

(Applipation filed Dec. 28, 1899.)

(No Model.) 7 $h6ets-5hoot 2.

1 i ""5. w Q

i rmif 6- I hp WITNESSES: g INwOR '1 y w: BY

' ATTORNEY m: NORRIS PETERS c0, FHOTO-LITHO. WASHINGTON n. I;

No. 646,889. Patented Apr. 3, 1900. A. SUNDH. CONTROLLER FOR ELECTRICRAILWAY CARS.

(Application filed Dec. 93, 1899.}

7 Sheets-Sheet 3.

(No Model.

INVENTOI? M n w ATTORNEY- THE NORRIS-955K560, PHoTd-LWHOL-WIQWINGTGR an;

No. 646,889. Patentd Apr. 3, !900.

A. SUNDH.

CONTROLLER FOR ELEGTRIC RAILWAY GARSL (Application filed Dec. 23, 1899.

W/TNESSES ATTORNEY Patnted Apr. 3, I900. A. SUNDH. CDNTROLLER FORELECTRIC RAILWAY CARS.

(Application filed Dec. 28, 1899.) (No Model.) 7 Sheeis-$haet 5 NUJJJJ/NVENTOH ATTORNEY ma "cams PETERS co.. FHDYn-LITHQ, wasnmmo, o. c.

No., 646,889. Patented Apr. 3, M30. A. SUNDH.

CONTROLLER FOR ELECTRIC RAILWAY CABS.

(Application filed Dec. 23, 1899.) 0 M 7 ShetsSh-eet 6.-

ATTORNEY No. 646,889. Patented Apr. 3, I900.

A. SUNDH.

CONTROLLER FOB ELECTRIC RAILWAY CARS.

(Application filed Dec. 23, 1699.) (No Model.)

7 Sheets-Shqet INVE H 7 A TTOHNE) Tu: NORRIS PEYERS 00.. PHOTO-LITHDwssmunrou. u c

NrrED STATES ATENT CONTROLLER FOR ELECTRIC-RAILWAY CARS.

SPECIFICATION forming part of Letters Patent No. 646,889, dated April 3,1900.

Application filed December 23, 1-899. Serial No. 741,381. (No model.)

To all whom it may concern.-

Be it known that 1, AUGUST SUNDH, a citizen of the United States ofAmerica, and a resident of Yonkers, county of \Vestchester, and State ofNew York, have invented certain new and useful Improvements inControllers for Electric-Railway Cars, of which the following is aspecification.

This invention, which embraces a variety of devices susceptible ofemployment either separately or collectively, includes among otherfeatures the equipment of an electricrailway train with applianceswhereby all the car-propelling motors of the train may be simultaneouslystopped or started in either direction or be otherwise synchronouslygoverned in their action by a peculiarly-constructed manuall'y-operative electric governor or governors on any one or more of thecarplatforms; also, devices whereby like results may be manuallyeffected by mechanical means, and also the equipment of each car with anair-brake and air-brake-operating mechanism controlled by said.manually-perative electric governor and combined with means forreversing the car-motors in case of emergency, if desired, withoutreleasing the brakes.

The accompanying illustrative drawings are as follows:

Figure l is a side elevation of an electric car equipped with myimproved governor apparatus. Fig.2 is a similar elevation of theadjacent portions of two of the cars coupled together to constitute partof a train. Fig. 3 is a top view in which the car-body is indicated onlyin dotted lines. Fig. at is a top "iew of the barreLsWitch, partly insection, also showing broken-out portions of the trainshaft, the gearingfor actuating the barrelswitch, and affordinga top view of the governor.Fig. 5 is a face view of the train of gear for actuating thebarrel-switch and the train-shaft from the train-shaft-actuating motor.Fig. 6 is a central vertical section of the governor and its immediateconnection. Fig. 7 is a top view of the superposed contact-stripsconstituting the movable terminals of the two branch circuits which arecombined with the governor. Fig. 8 is an edge view of saidcontact-strips. Fig. 9 is a transverse section of the barrel-switch,taken through the plane indicated by the dotted line 2 2 on Fig. 4. Fig.10 is an end elevation of the barrel-switch with the gear-wheel of Fig.4E omitted. Fig. 11 is a top view of the air-brake mechanism, partly insection; Figs. 12 and 13 represent different forms of flexibleshaft-couplings for connecting shafts between cars. Fig. 14 representscontacts for coupling the train circuit-wires when the cars are coupled-Fig. 15 is a sectional elevation of the governor for operating andgoverning the barrel-switch and a diagram of the wire system of themotor foreffecting the rotation of the barrel switch, also of the wiringof the air-brake apparatus. gram of the series-parallel barrel-switchcontacts and circuit-wires for controlling the main driving-motors.

An electric'railway train employing the present improvements is composedof a plurality of suitably-coupled-together cars a a, each provided withthe propelling-motors b b, which are supplied with the electric currentfrom the main line through any desired one of the usual multiplicity ofbranch circuits, according to the adjustment of an ordinarycircuit-changer-such, for example, as the barrel-switch c. Thebarrel-switch c is turned upon its axis in either direction and to theextent necessary to conduct the current to the desired one of theseveral branch circuits by means of a train a of gearing connecting itsshaft 0 to the switch-actuating rock-shaft d, which is arranged beneaththe body of the car and extends from end to end thereof.

When a plurality of cars are associated in a train, their severalswitch-actuating shafts are united between the cars by flexiblecouplings-such as, for example, the coupling d and are thus made tobecome sections of a continuous train shaft 41;, rotatable as a unit.Hence whenever the train-shaft a" is rotated in its bearings to a givenextent in either direction the barrel-switches of all the cars in thetrain are simultaneously rotated in one direction and to like extent.

At each car-platform there is mounted a vertical shaft 01, provided witha hand-wheel 61 The lower end of the vertical shaft 01 is geared by thebevel-gears d to the switch-actuatin g shaft d of the car. Thus theswitchactuating shaftd can be mechanically oper- Fig. 16 is adiaof onestrip to the outside of the other :3 see-,ese

ated by manual power applied to the handwheel (1".

An important feature of the present invention consists of means forelectrically operating and governingthe operation of the switchactuatingshaft (Z, and hence of course the trainshaft w, when a plurality of carsare coupled together. For this purpose one or each of several carscomposing the train is equipped with an electric motor d geared to itsswitch-actuating shaft d and having inde pendent field-coils 1 2 woundin relativelyopposite directions and included in two branch circuits,whereby the rotation in one direction of the switch-actuating shaft dand the barrel-switch will be effected and continued so long as theoperating-current is supplied to the motor d through one of said branchcircuits, and the rotation in the op posite direction of theswitch-actuating shaft d and the barrel-switch a will be effected andcontinued so long as the operating-current is supplied to the motor dthrough the other of said branch circuits.

For governing the extent to which the motor d is electrically rotatedand also governing the direction of such rotation each can platform isequipped with a governor consisting of a manually-rotatablecircuitcloser which is contrived with two correspondinglyrotatablecontact-strips, respectively forming the terminals of said branchcircuit, the construction being as follows: \Vithin a circular inelosingand protecting easefof this governor, mounted fixedly upon any suitablesupports, so that shaftd extends upward through it centrally in a wayallowing the shaft to turn freely, a disk 8 is keyed to the shaft nextabove the bottom of the case, on which a blowout magnet 9 is mounted,also two contactstrips 10 and 11, said strips being'placed side by side,but insulated from each other and also from the disk. They are parallelwith the disk in a plane that is central between the two coils of themagnet. The blow-out 1nagnet is to disrupt the arcs that occur when thecurrent is broken. There is a gap in the strips 10 and 11, as shown inFigs. 7 and 8, and the extremity 12 of each strip is bent laterallyacross the plane of the other strip respectively. The hub 13 of thecrank-handle 14 is pivoted to the upperend of shaft d and extends-intothe case a little beyond the plane of the contact strips 1O 11 andcarries the ra dially-projeeting switch 15, pivoted to it at 16 in thecentral plane of the said strips so that the outer extremity of theswitch can swing through the gap in the strips from the outside strip. Aspring 16, set in a slit in the non-rotating pivot-pin 16 and connectedto the switch at 16 centers the switch in the gap when the switch standsat the gap and alsopresses the switch-contact on the contact-strips. Theswitch carries the insulated contact 17 in its outer end, to which thecurrent-supplying wire 18, which is first wound around the blowoutmagnet, is connected. The wire 18 is connected to wire 18 of thetrain-circuit through brush 22. The wires 18 and 18 represent thecontrolling-circuit supplying the current to train-wires 1S and Acircuit closing and breaking switch 20 is provided in thiscontrolling-circuit for cutting out the governor when required. Thestrips 10 and 11 are respectively connected to the fields of motor (Z bythe train-wires 19 and 20 through branches 19 and 20, the motor beingwound, as indicated. in the diagram of Fig. 15, for causing it to rotatein opposite directions, ac cording as the currentis directed through oneor the other of the strips by the switch.

It will be seen that by turning the crank handle 14 to the left thecontact 17 will bear on the upper side of strip 10 and the circuit; willbe closed through it and wire 1.), and by turning it to the right thecircuit will be closed through strip 11 and wire 20, thus causing themotor d to turn either way, as desired, and both circuits will. bebroken when the contact stands in the gap of the strips out of cont-actwith both.

Suitable rotating contacts 21 are employed in connection with brushes19, 20, and for connecting the circuit wires with the retating parts ofthe governor, said contacts 21. being suitably insulated from shaft (1*.

The cover-plate of the case of the governor has a series of stop-notches33, gaged correspondingly with the contacts of: the barrelswitch 0, andthe crank-handle 1-1- has a stopfinger 27!, adapted to be forced alongthe notches with su ftieient grip to hold the crank handle wherever itmay set.

By shifting the crank'handle 14 over to any of the setting-points eitherway the switch 11 is similarly shifted along one of the strips 10 or 11,closing the circuit of the motor d, by which it will be set in motion,so as to turn the barrel-switeh c in the same direction, and it alsoturns the train-shaft .r and shaft (Z in the direction causing the gapin the contactstrips to follow the switch and break the circuit. Themotor d then stops and the main motor-circuit thus closed by thebarrel-switeh remains closed and the operation of the car continues.Further shifting of the crankhandle one way or the other causescorrespending changes of the motor-switch as it may be desired to varythe current, and re turn of the crank-handle to the middle positioncauses return of the barrel-switeh to the middle position, which breaksthe main motorcircuit and stops the car. It will now be seen that by theshafts (Z thus coupled in a train shaft :1; and geared with thebarrel-switches 0, respectively, unity of action of the switches may behad, so that the motors of the several cars will be controlled alike atall times and will do their respective portions of work,whieh will thusbe equally distributed among them. To enable the motor-switches to bethus operated, the contact drum or barrel 0 of the switch is providedwith duplicate sets of coin tacts of the character represented in thediagram of Fig. 16 on opposite sides, respectively, as indicated at 2and 3 in Fig. 9, and the drum is adapted to make electrical connectionwith brushes 0 through one or the other, whereby being turned one wayfrom the middle position, Fig. 9, it will direct the powercurrentthrough the motors for running in one direction and turned the other wayfrom said middle position will cause the reverse movement of the motors,the distributions of current being alike through each range of contacts.In order to direct the current, an ordinary reversing-switch g isprovided, said reversing-switch being controlled by an arm 6, connectedto the shaft 0 which takes effect on the toothed segment 4 on theswitchshaft y of switch 9 when passing the middle or neutral positionand turns the switch. The segment 4 has two faces 7, on which a spring71 bears respectively to hold the segment in position for receiving thespurs 5 of the arm 6 when returning to the middle position.

Referring to the diagram 16, the following are the combinations ofcontacts effected for distributing the currentviz., No. 1, two motors inseries, all resistance in; No. 2, two motors in series, half resistancein; No. 3, two motors in series, no resistance in; No. 4, two motors inseries, shunt around field; No. 5, two motors in series, half resistancein; No. 6, one motor cut out, half resistance in; No. 7, one motor cutout, half resistance in; No. 8, motors in parallel with, half resistancein series; No. 9, motors in parallel with, no resistance in series; No.10, motors in parallel with, shunt resistance around field.

It is preferable to gear the shafts d and d so as to make the labor aseasy as possible for the operator when necessary to operate thetrain-shaft by hand. This may be done to the extent of doubling theleverage by gearing said shafts in the proportions of two to one, asshown in Fig. 15, and thus allowing a complete revolution of the handle14 to the half-revolution of shafts d. The notch-scale 23 for the handlelet is proportionately extended for the increased range of the handle,as shown in Fig. 4;, and the first notch each side of the middle spaceis the unit of the scale in that direction, the said scale serving forboth movements of the handle.

An electromagnetic brake, consisting of the rotating armature 25 andmagnet 26, is employed in connection with the armature 27 of motor (i toprevent it from overrunning by its inertia, and thus shifting themotor-controller too far. The magnet 26 is wound withneutralizing-coils, rendering it of no effect while the current is onthe motor; but when the motor-current is interrupted the current yetcontained in the lower coil and then eX- citing the magnet polarizes themagnet, which acts as a brake to resist the movement of the armature.

The handqvheel d of shaft (1 is an emergency device for operating thebarrel-switch by hand in case the governor should fail to act at anytime. Thus the car can be operated individually by the governor the sameas by the usual barrel-switch, and it will be seen that with thetrain-wires 18 ,19, and 20, also 20 of a train of cars so equippedcoupled together from car to car and the trainshafts also coupled, asbefore stated, all the barrel-switches can be operated in unison by asingle governor anywhere along the train. For this purpose the saidwires are arranged in cables 28, Fig. 14, terminating at each of the carends in suitable coupling-blocks 29, wherein the wires are separated andeach provided with contacts 30, adapted to be maintained in contact bythe pressure of suitable springs, as 31, when the cars are coupled andto separate automatically when the cars are uncoupled. The blocks 29.are mounted by ball-and-socket joints 32 on the extremities of arms 33,pivoted at 34: and carrying said blocks in the center line of the carsor thereabout for most favorable articulation of the couplings toaccommodate the variations of the ends of the cars relatively to eachother. Thesprings 31 bear against the arms 33 to maintain the connectionof the contacts. Any other mode of connecting the wires may be employed,as found best.

Although the motor at is necessary in each car to enable the car to beoperated individually by the governor, it will be seen that in a trainhaving the train-shaft coupling the barrel-switches with one or moregovernors one motor 61 capable of operating all the barrelswitches inthe train, will serve as well, and where trains generally consist of acertain number of cars it may be desirable to omit the motors d in allexcept, say, the end cars of the train, and the same may be done withthe governors, only one at each end of the train being necessary in suchcases. My invention includes such an arrangement. In such a train systemit is important to have an automatic brake system in which the brakesmay be similarly controlled for uniform ac tion through the train or ona plurality of cars in the train, and to this end I have providedair-brake apparatus for each car subject to control by the train-shaftin such manner that action of the brakes can be effected through theinstrumentality of the governor after the main motor-current hasbeenturned off either for gradual action or action in full force and so thatin case a car breaks loose from the train and from the control of thegovernor its brakes will be instantly applied with full force, and thebrakes may also in an emergency be applied in full force when it may bedesirable to reverse the motors suddenly, as to avoid a collision. Eachcar is provided with a compressed-air-holding tank 35 to be supplied byany suitable air-compress ing pump, as 36, from which air is to beadmitted through pipe 37 and a controlling valve 38 to thebrake-cylinder 39 behind the piston 40, which acts through a powerfulcoiled-wire compression-spring 41 on another piston 42 in said cylinder39 and attached to a rod 43, connected with the brakelever A retractingcompression-spring 45 is placed between piston 42 and the end of thecylinder, through which rod 43 extends to relieve the brakes andfacilitate return of piston 40. This endof the cylinder and piston 42are provided with vent-holes 4G. The rod 47 of piston 40 extends througha stul'iing-box 48 in the end of the cylinder and is connected with thelong arm of lever 49, having a fulcrum-pivot 50 on one end of aconnecting-rod 51, coupled by roller-studs 52 with a camdisk 53 on theshaft- (Z. The short arm of levcr 49 is pivoted to one end of the rod54, by which valve 38 is operated. This rod is divided at 55 into twoparts. One part is fixedly attached to the solenoid-cylinder 57, and theother part forms the soft-iron core of a solenoid connected in thebranch circuit 56 56 of the train-wires 56 and 56, connected with thecontrolling-circuit by the wires 56 and 56, in which is a circuitclosingand breale ing switch 56".

lVhen the ear is in operation and the circuit is closed through thesolenoid, the two parts of the rod are joined and operate as a solidrod. Bet ween one end of the solenoidcylinder 57 and a collar 58 of rod54- is a compression-spring 59, which in case a car breaks loose fromthe train and the solenoid-circuit is consequently broken shifts thevalve 38 forward, and thereby opens communication between tank 35 andthe brake-cylinder and puts on the brakes.

The relation of the governorfand the switch 0 is such that the mainmotor-cmrent is off when lever 14 is in any position intermediately ofthe extremities of the series of notches 23, Fig. 4, and the relation ofthe canrdisk 53 to these parts is such that its operation beginswhenever lever 14 moves toward the middle position from eitherdirection. When either of the inclines 6O enters between theroller-studs 52,- the current being on the solenoid and the rod 54acting as an entirety, the valve 38 is shifted to the right, itsmovement being easier than that of piston 40,0pening the inlet for airmore or less, according as crank 14 is shifted toward the middleposition. The air thus admitted onto the piston shifts it forward to theright, first compressing spring 41 to some extent and through it forcingon the brakes with elastic effect. As the piston moves on the valvedraws back, if the cam is permitted to rest, shutting oif the air, orpartly so, and graduating the action of the brake. Further movement ofthe cam by further movement of crank 14 toward the middle position willopen valve 38 and admit more air for further application of the brake.Full throw of the cam will open the valve wide and put the brakes onwith full force. By turning the cam backward the valve will be drawnback and escape for-the air from the brake-cylinder will be opened byports 51 in the end of the valve. In case it is desired to apply thebrakes with full force in an emergency, as to avoid a collision, openingthe solenoid-circuit by switch 56 will have this effect through theaction of spring 5.), and in addition thereto the motors may then bereversed without releasing the brakes. A collar 90 on the valve-rodlimits the forward movement by the valve. A stud 62 is attached topiston 41 to contact with piston 49 to limit compression of the spring41.

For supplying the compressed air any ap' proved compressing-pump may beused; but I have herein represented an electric pump whereof thecylinder 63 is also the cylinder of a solenoid and the piston (54 is thesolenoid core, with suitable inlct-valves 65 and outletvalves 66 andports provided for taking in the air and delivering it into the tank. Astrainer 67 is placed over the mouth of each inlet to exclude the dust.The solenoid has a middle coil 68, always energized while the pump isworking, and end coils 69 and 70, which are alternately energized anddeenergized to operate the comprcssingcore piston. These coils areconnected in the branch circuit 71 72 of the controlling-circuit 18" and18, having a circuit breaking and closing switch 94. 73 is the main wireof the middle coil 68, 74 the main wire of end coil 70, and 75 the mainwire of end coil 09. The wires 74 and 75 connect through contacts 76 and77, respectively, with which there is a switch 79, connected with themain wire 73 of the middle coil by a branch 80, and the switch ispivoted at 81 and connected by rod S2, which extends through astuiling-box 83 in one end of the cylinder and enters an interiorchainber 84 of the piston and has therein a head 85, against which theend walls of the chamber strike at the ends of the strokes of thepistons, respectively, to reverse the current through the end coils ofthe solenoid and reciprocate the piston. A corrugated spring 91 isarranged in connection with switch 79 to hold it on the contacts 76 and77.

It is desirable to control the supply of conr pressed air in the tankautomatically to insure a competent supply at all times without specialattention; but provision must be made to prevent overpressure in thetank and such reduction of the speed as would endanger the burning outof the coils. I have therefore provided an automatic stop device inwhich a main wire 86 of astop-circuit terminates in a fixed contact 87,located in suitable proximity to a contact 88, that is movable by adiaphragm subject to the air-pressure in the tank, to which contact thereturn-wire 89 of said stop-circuit is connected. This wire is connectedwith a relay-magnet 90, of which the anchor 91 to which the return-wire92 of the solenoid-coils is connected, is normally in contact withcontact 93 of the return eircuitwire 72; but when pressure in the tank35 closes contacts 87 and S8 magnet is encr- ICO gized, and it attractsanchor 91 away from contact 98 and breaks the solenoid-circuits. WVhenthe pressure falls in the tank and contacts S7 and 88 separate, theanchor 91 again closes the contacts of the solenoid return-wire and setsthe pump in motion.

For convenience in closing and opening the controlling-circuit and alsothe pump and brake circuits at Will the switches of the re spectivecircuits 20, 94, and 56 will be located in suitable proximity to thegovernor, as indicated in Figs. 1, 2, and 15, to be subject to controlof the motorman in his stand by the governor.

In Figs. 1, 2, and 3 the couplings d of the train-shaft are representedas universal joints on each end of each shaft (1, with a socket 3 of onejoint and a stem 4: of the other, the stem being inserted in the socket;but articulated links 5, asin Fig.'12, or a section of flexible shaft,as 6, Fig. 13, or any other equivalent connection may be used.

WVhat I claim as my invention is 1. The combination with an electricmotor and its barrel-switch, of a motor for actuating the switch, agovernor for the switch-actuating motor, and mechanism connecting saidswitch-actuating motor and govern or for unity of action.

2. The combination with an electric motor and its barrel-switch, of amotor actuating the switch, a governor for the said motor, mechanismconnecting said barrel-switch and governor for unity of action, saidmechanism adapted for mechanically operating the motor-switch.

3. The combination with an electric motor and its barrel-switch, of amotor actuating the switch, a governor for the switch-actuating motor,and mechanism connecting said barrelswitch and governor for unity ofaction, said mechanism adapted to be manually operated.

4. In electric-canoperatin g mechanism,the combination of a plurality ofcars in a train, electric motors and barrel-switches for said carsrespectively, a barrel-switchactuating motor or motors in one or morecars, means for actuating the plurality of barrel-switches by any one ormore of said barrel-switch-actuating motors, and means for governingsaid barrel-switch-actuating motor or motors from either one or aplurality of the cars of the train.

5. In electric-car-operating mechanism the combination of a plurality ofcars in a train, electric motors and barrel-switches for said cars, oneor more motors for actuating the loarrel-switches,one or more governorsfor the barrel-switch-actuating motor or motors, and mechanismconnecting said barrel-switches and governor or governors for unity ofaction of the governors and motor-switches.

6. In electric-car-operating mechanism the combination of a plurality ofcars in a train, electric motors and barrel-switches for said cars, oneor more motors for actuating the barrel-switches, one or more governorsfor the switch-actuating motors, and mechanism connecting saidbarrel-switch or barrel-switches and governor or governors for unity ofaction of the governors and barrel-switches, said mechanism adapted formechanically operating the barrel-switches.

7. In electric-car-operating mechanism the combination of a plurality ofcars in a train, electric motorsand barrel-switches for said cars, oneor more motors for actuating the barrel-switches,one or more governorsfor controlling the barrel switches of the several cars, and mechanismconnecting said barrelswitches and governors for unity of action of thegovernors and barrel-switches, said mechanism adapted to be manuallyoperated.

8. In electric-car-operating mechanism the combination of a plurality ofcars in a train, electric motors and barrel-switches for said cars, oneor more motors for actuating the barrel-switches, one or more governorsfor the switch-actuatin g motor or motors, and a trainshaft connectingsaid motor or motors, governor or governors, and barrel-switches.

9. The combination with an electric motor and its barrel-switch, of thetrain-shaft geared with said barrel-switch for actuating it, means foractuating the train-shaft, duplicate sets of contacts respectivelylocated on opposite sides of an intermediate space on the drum of thebarrel-switch, the reversing-switch located adjacent to the position ofsaid intermediate space when the drum is in the center position, andmeans connecting said switch and the drum-shaft to automatically shiftthe switch and reverse the current when the drum is shifted from oneside to the other for closing the controller-contacts.

10. In an electric-car-operating mechanism, the combination of aplurality of cars in a train, electric motors and barrel-switches forsaid motors, the train-shaft geared with the plurality of barrelswitches for actuating them, means for actuating the train-shaft,duplicate sets of contacts respectively located on opposite sides of anintermediate space on the drums of the barrel-switches, thereversing-switches located adjacent to the positions of saidintermediate spaces when the drums are in the center positions and meansconnecting said switches and the drum-shafts to automatically shift theswitches and reverse the current when the drums are shifted from oneside to the other for closing the controllercontacts.

11. The combination with the motor, for actuatin g the barrel-switch, ofthe governor consisting of the insulated rotating contact-strips gearedwith the said motor, said strips having the reverse laterally-projectingextremities and a gap intermediate of said extremities, the crankpivoted on said shaft so as to swing around the strips, and the switchpivoted on the crank-handle hub to swing across the plane of the stripsthrough the gap, said switch being connected in a supply-circuit and thecontact-strips being respectively connected in series with the saidmotor for reversely operating it.

12. The combination with the motor for actuating the barrel-switch,ofthe governor consisting of the insulated rotating contact-strips gearedwith the train-shaft and operated by the said motor, said strips havingthe reverse laterally-projecting extremities, and a gap in termediate ofsaid extremities, the crankhandle pivoted on said shaft, and the switchpivoted on the crank-handle hn b to swing across the plane of the stripsthrough the gap, said switch being connected in a supply-circuit and thecontactstrips being respectively connected in series with the said motorfor reversely operating it.

13. The combination with the barrel-switch and the motor for actuatingit, of the governor consisting of the insulated contact-strips carriedby a shaft geared with the said motor and l){tl'l6l-SWlhCll, said stripshaving the reverse laterally-projecting extremities and a gap betweensaid extremities, t-he crank-handle pivoted on said shaft so as to swingaround the strips, the switch pivoted on the crank-hair die hub toswingacross the plane of the strips through the gap, said switch connected ina supply-circuit, and the contact-strips respectivcly connected with thesaid motor-fields l'or reversely operating it, the barrel-switch havingduplicate sets of contacts respectively located on opposite sides of thedrum for re versely directing the motor-current through the motor, andthe governor having settingpoints for the crank-handle on opposite sidesof the middle position corresponding with the duplicate sets of contactsof the barrel-switch.

14. The combination with the motor for actuating a barrel-switch, of thecontact-strips of the governor for said motor, geared with the saidmotor and having the circuit-breale ing gap, and the governor-switch,said switch adapted to be set in different positions on the strips, andthe strips adapted for the gap to follow the switch, and break thecircuit.

15. The combination of the rotating strips of the governor and means foractuating them, said strips having the circuit-breaking gap, of theblow-out magnet located coincidently with the gap of said strips, andthe switch, said switch and contactstrips being movable along each otherrespectively.

16. In an electric car the combination of the motor, barrel-switch,governor for the barrelswitch, air-brake, valve controlling the airbrakeand means for controlling the air-brake valve through the instrumentality of said governor.

17. In an electric car the combination of the motor, barrel-switch,governor for the barrelswitch, air-brake, valve for controlling theair-brake through the instrumentality of the governor for the barrelswitch and being adapted to open the valve for applying the brake afterthe motor-circuit has been broken and to close the valve prior toclosing the circuit.

18. .In electric-car-operatingmechanisnnthc combination of the motor,barrel-switch, governor for the barrel-switch, shaft connecting thegovernor and barrelswitch, air-brake, valve for controlling the air-brake,and means connecting the valve and shaft for controlling thevalve through the instrumentality ot the governor.

19. In electric-car-operating mechanism,the combination of a pluralityof cars in a train, electric motors and barrel-switches for said cars, amotor in one or more cars for actuating the barrel-switches, atrain-shaft operated by the barrel-switclractuating motor or motors, anda plurality of air-brakes, and brake controlling valves, the valves ofthe said brakes connected with the train-shaft to be operated thereby.

20. In electric-car-operating mechanism,thc combination of a pluralityof cars in a train, electric motors and barrel-switches for said cars, amotor in one or more cars for actuating the barrel-switches, atrain-shaft operated by the said barrel-switcli-actuating inotorormotors, and a plurality of airbrakes, the valves of the said brakesconnected with the train-shalt to be rotated thereby, said shal't alsoadapted to be operated by hand when the motor-circuit is broken.

21. The combination with the pilot-motor armature-shaft, and thebrake-armature thereon, of the brake-magnet having the re versely-woundcoils respectively connected in the main motor-circuit, and thegoverningcircuit, to energize the magnet by the governing-circuit andapply the brake when the main current is shut off.

22. In electric-car-operating mechanisn1,the combination of a pluralityof cars in a train, electric motors for operating said cars,a trainshaftand a governor for controlling the n1otors, a plurality of air-brakes,and brake-controlling valves, said valves connected with the train-shaftfor being operated thereby, a solenoid-coupling in the rod connectingthe valve to its operating-lever, and being subject to anenergizing-current when the train is running, to maintain the connectionof the coupling parts, and adapted to release the valve whendeenergized, and means to automatically open the released valve andapply the brakes.

23. In electric-car-operaling mechanism,the combination of a pluralityof cars in a train, electric motors for operating the cars, a trainshaftand a governor for controlling the motors, a plurality of air-brakes andbrake-controlling valves, said valves connected with the trainshat't forbeing operated thereby, and also connected with the brake-piston forchecking and regulating the opening by said train-shaft and forretracting the valve to close the inlet and open the exhaust to graduatethe application of the brake.

24:. In e1ectric-car-operating mechanism,the combination of a pluralityof cars in a train, electric motors for operating the cars, a trainshaftand governor for controlling the motors, a-plurality of air-brakes andbrake-controlling valves, said valves connected with the train-shaft forbeing operated thereby and also connected with the brake -piston forchecking and regulating the opening by the train-shaft,said pistonconsisting of two parts, one of which is connected to the brake-rod andthe other is connected to the valve,with a compression-springintermediate of said parts to graduate the action on the brakes.

25. In electric-car-operating mechanism,the combination of a motor foroperating the car, air-brake mechanism, a valve for controlling thebrake, a manually-operated governor for controlling the motor, andconnections between said valve and said governor whereby said governorcontrols the brake when the motor-circuit is interrupted by thegovernor.

26. In electric-car-operating mechanism,the combination of a motor foroperating the car, air-brake mechanism, a valve for controlling thebrake, a manually-operated governor for controlling the motor, andconnections between said valve and said governor, whereby the range ofmovement of the valve may be varied for service stops and emergencystops according as the governor is manually operated.

27. In electric-car-operatingmechanis1n,the combination of a motor foroperating the car, a manually-operated governor for controlling thecar-operating motor, air-brake, valve for controlling the air-brake,connections between said valve and said governor whereby said valve maybe operated by said governor when the motor-circuit is interrupted bythe governor, and means to disconnect the brakevalve and apply fullforce for emergency stops, said governor and motor adapted for reversingthe motion at the same time Without releasing the brake.

Signed by me at New York, N. Y., this 9th day of December, 1899.

AUGUST SUNDII.

Witnesses:

A. P. THAYER, O. SnncWIoK.

